EMERGENCY EQUIPMENT SAFETY EQUIPMENT 1 12 13 INTRODUCTION The provision, fitting, marking and use of safety equipment is governed by many requirements and regulations listed in JAR’s. These notes have the general aim of giving an overall view of the positioning and use of this variety of emergency/safety equipment. The notes and diagrams in this publication may be type specific of various aircraft. However, reference should always bbe made to the specific Fligh/Operations Manual. ‘The Emergency/Satety equipment described inthis section is laid out in the order it may be used during an envisaged ditching/erash landing situation All equipment must be readily accessible for emergency use. The location of the equipment ‘must be obvious, directly accessible and protected from inadvertent damage. PUBLIC ADDRESS ‘When required at least one microphone to be available for use by the Flight Attendant (Cabin Staff) at each floor level exit in the passenger compartment. It is ususal for all Flight Crew ‘members to be able to use the public address either through a hand microphone or their normal headset communications. EMERGENCY LIGHTING An emergency lighting system independent of the main lighting system must be installed. The system must include: a) Illuminated emergency exit marking and location signs, sources of general cabin illumination, internal lighting in emergency exit areas and floor proximity escape path marking. b) External Emergency lighting, ©) _Exitsigns must have red letters on a white electrically or sel illuminated background. General illumination must be provided along the centre line of the main passage aisles, to the emergency exits. 4) Floor proximity emergency escape path illumination must be provided when other ‘means of illumination are more then 4 feet above the cabin aisle floor to enable passengers to leave their seats, visually identify escape routes and exits. 74-4 (© Oxors Aviation Services LimitedEMERGENCY EQUIPMENT SAFETY EQUIPMENT 14 ‘The design of the system must be such that itis: a) Operable from the flight station or passenger compartment, b) Capable of providing the crew with a warning light if not armed. ©) Theerew compartment must have a three position switch marked ON-OFF-ARMED and ‘a means must be provided to prevent inadvertent operation (guarded). The cabin staff will also have a means of control but this switch will have ON and OFF only. 4) Capable of providing illumination tothe areas on the wing and ground where an evacuee is likely to make his frst step or contact ©) The capacity of the emergency batteries must be such that they are capable of providing emergency lighting for a period of atleast 10 minutes. EMERGENCY EXIT LIGHTS - a typical installation, Clearly marked exit lights are located throughout the passenger cabin to indicate the approved emergency routes. All of the lights are powered by individual nicad batteries with a charging, ‘monitoring and voltage regulator cireuit. The system is controlled by a switch on the over head panel. The switch has three positions, OFF, ARMED and ON and is guarded to the ARMED position. With the switch in the ARMED Position the emergency exit lights will normally be extinguished. If electrical power to 28 volt DC bus No.1 fails or if AC power has been turned off, the emergency lights will illuminate automatically ‘The emergency exit lights may also be illuminated by a switch on the attendant’s panel. The ‘switch has two positions, NORMAL and ON and is guarded to the NORMAL position, With the switch in the NORMAL position the lights are controlled from the cockpit. With the ‘switch in the ON position the cabin attendant may override the cockpit controls and illuminate all the emergency lights. Control from this panel is available in the event of the failure of the automatic control. 7.4-2 (© Oserd Aviation Services LimitedEMERGENCY EQUIPMENT SAFETY EQUIPMENT EMERGENCY EXIT LIGHTS SWITCH [aya a amelie} org EMERGENCY EXIT LIGHTS. NOT ARMED LIGHT Figure 1.1 Flight Deck Emergency Lights Switch Dre ae Figure 1.2 Cabin Crew Emergency Light ‘Switch 7.4-3 (© Orford Aviation Servic LimitedEMERGENCY EQUIPMENT ‘SAFETY EQUIPMENT Figure 1.3 Emergency Lights Installation 74-4 © Oxford Aviation Services LimitedEMERGENCY EQUIPMENT SAFETY EQUIPMENT \ EMERGENCY CROSS: AISLE LIGHT = EMERGENCY ‘AISLE LIGHTS, EMERGENCY ESCAPE Figure 1.4 Emergency Lights in Cabin Intetior emergency exit lights are located: a) Inthe bullnose of the stowage bins to illuminate the aisle. b) Over the entry/service and overwing emergeney hatches to indicate the door and hatch exits ¢) Inthe ceiling to locate the exits and provide general illumination in the area of the exits. Self-illuminating exit locator signs are installed at the forward, the middle and the aft cend of the passenger cabin, Floor proximity emergeney escape path lighting consists of locator lights spaced at approximately 40 inch intervals down the aisles. Lighted arrows point to overwing exits and a lighted “EXIT” indicator isnearthe floorby each doorand overwing exit. Eseape path markings are provided for visual guidance for emergency cabin evacuation when all sources of cabin lighting more than four feet above the aisle floor ate totaly obscured by smoke. Exterior emergency lights illuminate the escape slides. The fuselage installed escape slide lights are adjacent to the Forward and aft service entry doors. Two lights are also installed on the fuselage to illuminate the overwing escape routes and ground contact area, NOTE: Whenever these switches are ON the Emergency Exit Lights are being powered by their ‘own individual Nicad batteries and last approximately 20 minutes, inthis particular installation, 74-5 (© Orford Aviation Serves LimitedEMERGENCY EQUIPMENT SAFETY EQUIPMENT Ls 16 ‘These are located at strategic points in the cabin e.g. front and rear, upper and lower decks and are for use by the cabin staff. Their purpose is for passenger information in the event of normal reraft power failure ic. nil Public Address system available, They are battery powered and must be checked prior to flight. This is carried out by pressing the transmit switch and listening for an audible “click” or the illumination of a green neon light on the megaphone body. Megaphones are fitted as per scale below for each passenger deck :- Passenger seats available Number of megaphones 61-99 100 or more 2 Figure 1.5 Megaphone Figure 1.6 Emergency Torch TORCHES Itisa legal requirement that torches are carried on public transportaircraft. These are positioned at each crew station including the flight deck and adjacent to each floor level exit which is intended for normal or emergency disembarkation. ‘Torches are affixed by each intended exit by a velero strap and are not able to be re-charged from the aircraft electrical supply. Indication of serviceability is by a flashing red neon light situated on the body of the torch. 7.1-6 ‘© Oxford Aviation Services LimitedEMERGENCY EQUIPMENT SAFETY EQUIPMENT 17 18 EMERGENCY EXIT DESCENT DEVICES ‘Varying equipment must be provided with the evacuation process. These could include any of the following:- A simple rope, a slide, an inertial reel ot a tape. It is possible to find fully inflatable escape slides which are rigid and double as slide rafts, apron slides which need human effort to keep them taut, this would be provided by the first two escapees, who would probably descended down a rope or by using the slide as a rope. Crew escape methods still include simple rope systems and extend to Inertial reel systems on some larger aircraft when the crew member has to hang onto a handle and slide over the side when they will be lowered at a controlled rate to the ground providing of course that they are capable of hanging onto the handle! An inflatable slide may double for use as a life raft. Such slides are usually stored inside the door and as such have to be engaged (set to ENGAGE) for emergency deployment/door ‘operation, or selected to disengaged (DETACH) for normal door operation. Instructions for setting the door controls are often issued by the flight crew over the Public Address System. Flotation equipment requirements are promulgated in the JAR OPS 1. Briefly ifthe aircraft will ‘be operating more than 120 minutes Might time or 400 miles from land then rafts and jackets are required to be carried. ( See JAR sub-part K 1.830) Ifthe aircraft takes off or lands over water then life jackets would need to be carried on that account. OVERWING ESCAPE HATCHES Escape hatches are located in the passenger cabin over the wings. These are plug-type hatches and are held in place by mechanical locks and aeroplane cabin pressure, The hatches can be opened from the inside or from the outside of an aeroplane by a spring-loaded handle at the top ofthe hatch. A seat-back blocking an exit may be pushed forward by applying force to the top of the seat-back, For safety reasons, hatches should not be removed in flight. On some aircraft, hatch removal illuminates the overwing emergency exit lights on the same side, provided the cockpit emergency Exit Light Switch is in the ARMED position. Warning Do not remove hatches in flight preparation for passenger evacuation. For emergency evacuation on the ground or in water, remove hatch and place so as not to obstruct egress. The hatch may be thrown out onto the wing, placed on the seat armrests, or placed in any other suitable location as indicated by the conditions at the time of aeroplane evacuation. 7.1-7 (© Oxford Aviation Services LimitedEMERGENCY EQUIPMENT SAFETY EQUIPMENT 19 1.10 OVERWING ESCAPE STRAPS Escape straps are installed above each emergency escape hatch frame. ‘The overwing escape hatches must be removed to expose the straps. One end of the strap is attached to the hatch frame. The remainder of the strap is stowed in a tube extending into the cabin ceiling. The escape strap can be used as a hand hold in a ditching emergency for passengers to walk out on to the wing and step into a life raf. CUT IN AREAS In the event that the nominated emergency exits are blocked or ate unable tw be opened, a supplementary escape route, which can be broken from outside the aircraft, must be available. ‘These will take the form of Cut In Areas and are mandatory on public transport aircraft over 3600 kgs a.u.w. They are rectangular in shape, marked by right angled comers and red or yellow in colour and outlined in white if contrast is required. Cut In Areas are not weak points on the fuselage structure, but areas under which no control runs, electrical looms or multi stringers exist Courtesy of the Boeing Company Figure 1.7 7.1-8 (© Oxtord Aviation Services LimitedEMERGENCY EQUIPMENT SAFETY EQUIPMENT HANDHOLD Figure 1.9 Crew Wide Bodied Escape Device 7.1-9 © Oxford Aviation Services LimitedEMERGENCY EQUIPMENT ‘SAFETY EQUIPMENT COCKPIT ESCAPE STRAP OVERWING LIFELINE. ‘OVERWING LIFELINE Figure 1.10 Overwing Lifeline 7.1-10 © Oxford Aviation Services LimitedEMERGENCY EQUIPMENT ‘SAFETY EQUIPMENT Figure 1.14 Cutin Area “ASSIST HANDLE INSTRUCTION PLACARD SLIDE PRESSURE GAUGE VIEWER LIDE CONTAINER Figure 1.12 Manual Door/Semi-automatic slide 71-11 © Oxford Aviation Services LimitedEMERGENCY EQUIPMENT SAFETY EQUIPMENT x EXTERNAL HANDLE ire 1.13 Electrically Operated Door/Automatic Slide MANUAL INFLATION PULL HANDLE, GIRT BAR Figure 1.14 Escape Slide 7.1-12 (© Oxtord Aviation Services LimitedEMERGENCY EQUIPMENT SAFETY EQUIPMENT Ln DOORS / EMERGENCY EXITS Aircraft doors, depending on the size of the aircraft, may be electrically or manually operated. In the case of the former there must be a manual override system in the event of electrical failure e.g. crashiditching. Apart from the obvious purpase of entry to an aircraft, doors may act as emergency exits. However, if this is the case they must be outlined externally by a Sem band in a contrasting colour. This requirement applies to any opening designated as an emergency exit. There are many requirements laid down in respect of doors the main ones are listed below: a) db) °) d 9) h) ) & Ifa lockable door is fitted tothe flight crew compartment, then suitable emergency exits must be provided so that neither passengers or crew members need to use the door in order to reach their designated emergency exits. There must be a means to lock and safeguard each door against opening in flight. Each door must be operable from both inside and out The means of operation must be simple and obvious and so arranged that it can be located and operated in darkness. All doors must be fitted with warning lights in order to alert the crew when it is not fully closed and locked. Interlocks may be fitted between the door locks and the aircraft’s pressurisation system, If the aircraft capacity is over 20 seats then there must be one exit and one top hatch in the flight crew area. Emergency exits located at points other than above the wing more then 1.83 mtrs above the ground with the aircraft standing on its landing gear must have an approved means to assist the occupants in descending to the ground (i.e. a self supporting slide), Allexits must be clearly marked with details of method of access and operation and also be recognisable from a distance equal to the width of the cabin. ‘A means must be provided to assist the occupants in locating the exits in conditions of dense fog, smoke or darkness (Emergency Lighting). Each passenger emergency exit must be indicated by a sign visible to the occupants approaching along the main aisle or aisles. All doors and emergency exits must be kept clear of any obstruction during flight. 7.1-13 © Oxford Aviation Services LimitedEMERGENCY EQUIPMENT SAFETY EQUIPMENT 1.12 1.13 ESCAPE SLIDES When an emergency dictates rapid evacuation of the aircraft i.e crash/ditching will be necessary, To this end actuation of the emergency escape slides will take place. The slides are inflatable rubber/nylon units which are stowed in compartments on the bottom inner face of entrance and service doors, Figure 1.15 Raft \corporate a retainer (girt) bar which is normally stowed in stowage hooks on the compartment cover. Escape slides are of two types: fully automatic and semi-automatic. Fully automatic slides have a Detach/Engage lever on the inner face of the passenger/service door. When selected to Engage the door close circuit (electrical) is armed on the ground. The girt bar floor is armed on the ground, The girt bar floor fittings are raised to connect the bar to the floor when the door is closed. On selecting Detach the door open circuit is armed and the girt bar Floor Fittings are raised to detach the bar when the door is opened. On semi-automatic installations the girt bar is attached and detached to the Floor Fittings manually. In either case, fully or semi automatic, with the girt bar engaged in the floor fittin emergency evacuation will deploy the escape slide and automatically inflate it, normally with CO,, Should auto-inflation fail a red manual inflation handle is provided. RARTS/DINGHIES, Many large aircraft utilise the escape slide as a survival raft with accommodation for up to 60 persons, B747. When the slide has been released from the aircraft, by detaching the girt bar, it can be used in this mode. The raft has a secondary floor which drops onto the primary floor and can be inflated to provide buoyancy. A centre mast and protective canopy can also be rigged. Typical survival equipment may be carried in the raft may include repair kits, flares, sea markers, compass and torches. Emergency rations and water sachets can also be included in the equipment. Aircraft dinghies can be internally or externally stowed. In the case of the latter their inflation is automatic, normally via internal release levers. Their capacities are dependent on design, 30 being a representative figure. The equipment provided in dinghies can vary but itis similar to that found in rafts, Sufficient life rafts must be carried to accommodate all the occupants of the aircraft if the largest capacity raft/dinghy is lost. 7.1-14 {© Oxford Aviation Services LimitedEMERGENCY EQUIPMENT SAFETY EQUIPMENT 14 Figure 1.16 Dinghy PERSONAL FLOTATION EQUIPMENT The personal equipment is the Lifejacket or Life Preserver, there are numerous types of jacket and the information contained here is of a general nature and does not apply to any particular ‘make, model or type. They will be designed as lightweight items of equipment and should be treated with care at all times avoiding dropping or the placement of heavy loads on them, They are normally stowed in special packs or containers for ease of handling and protection, stowage in this manner will ensure that the jacket is maintained correctly folded to ensure easy and rapid fitting if required for use. If there is any evidence of mishandling or immersion in sea water they should be rejected for operational use. Instruction for fitting are printed on the container and or jacket and included on the safety leaflet which all are asked to tead prior to take off. The normal stowage is under the seat for passengers. and in any easily reached stowage for the crew. ‘The stowages will be inspected for damage, cleanliness, security and ease of release on a regular basis. Jackets used for demonstration purposes are usually marked Demo Only or Dummy and should not be kept in normal stowages. If real jackets are used for demonstrations they must be returned for servicing prior to being returned for operational use. 71-15, ‘© Oxford Aviation Services LimitedEMERGENCY EQUIPMENT SAFETY EQUIPMENT ORAL INFLATION TUBE AND VAL\ SEA LIGHT WHISTLE GAS CYLINDER. ‘JERK TO INFLATE’ TAG Figure 1.17 Lifejacket All the jackets are basically similar in design. Buoyancy is achieved by inflating the jacket with (CO*) Carbon Dioxide Gas which is stored under pressure in a small bottle or cylinder and released manually by the operation of a red toggle or lever. Once operated the gas will pass through a NRV into the jacket and cannot be stopped. A standby or top up method of inflation by mouth (Oral) is available and this manual inflation tube usually contains a valve which can be operated by a key if it is desired to lower or release the pressure in the jacket. They are coloured cither brilliant yellow or Flame red as an aid to identification and may contain any or all of the following equipment. Crew life jackets must be checked for serviceability prior to flight a) Awhistle bd) Allifeline ©) Asea water activated light @) A Heliograph (mirror) ) Sea water dye f) Shark repellant ‘A crew jacket may contain communications equipment or a Search and Rescue Beacon also known as PLB or SARBE. 7.1-16 © Oxford Aviation Services LimitedEMERGENCY EQUIPMENT SAFETY EQUIPMENT ORAL INFLATION TUBE AND VAL\ SEA LIGHT WHISTLE GAS CYLINDER. ‘JERK TO INFLATE’ TAG Figure 1.17 Lifejacket All the jackets are basically similar in design. Buoyancy is achieved by inflating the jacket with (CO*) Carbon Dioxide Gas which is stored under pressure in a small bottle or cylinder and released manually by the operation of a red toggle or lever. Once operated the gas will pass through a NRV into the jacket and cannot be stopped. A standby or top up method of inflation by mouth (Oral) is available and this manual inflation tube usually contains a valve which can be operated by a key if it is desired to lower or release the pressure in the jacket. They are coloured cither brilliant yellow or Flame red as an aid to identification and may contain any or all of the following equipment. Crew life jackets must be checked for serviceability prior to flight a) Awhistle bd) Allifeline ©) Asea water activated light @) A Heliograph (mirror) ) Sea water dye f) Shark repellant ‘A crew jacket may contain communications equipment or a Search and Rescue Beacon also known as PLB or SARBE. 7.1-16 © Oxford Aviation Services LimitedEMERGENCY EQUIPMENT SAFETY EQUIPMENT 1.15 Global - Positioning - System (GPS) search and rescue beacon for civil and military air crew. Called the SARBE-GPS, the system offers rescuing aircraft two locating options, a satellite- generated latitude and longitude position or a conventional swept-tone signal on the VHF/UHF frequencies. The SARBE-GPS weighs 0.8kg and is compatible with current life- preservers. It has a five-year battery shelf life and is water-proofed to 10m. The lifejacket isusually constructed of rubberised fabric and contains a single air chamber which covers the chest and extends round either side of the neck to form a cushion at the back of the neck. The jacket is secured by tapes which are tied around the body prior to inflation. For children the tapes should be tied over the jacket and it is possible to have special jackets for children under three, when the regulations allow the jacket to be withouta whistle! Flotation cots for infants may be provided on certain services and these will provide protection from the elements to keep the child dry. Adult jackets should only be slightly inflated by mouth prior to leaving the aircraft or the bulk of a fully inflated by mouth prior to leaving the aircraft or the bulk of a fully inflated jacket on an adult may cause a problem when leaving the aircraft through an escape hatch. When correctly fitted and fully inflated the jacket will turn an unconscious person on to their back and support them at about 45° with their face clear of the water. LOCATOR BEACONS The locator beacon is a self buoyant, dual frequency, 243.0 or 121.5 Mhz, radio distress beacon transmitter with an 80 mile range. It provides at least 48 hours continuous transmission on the Civil and Military International aviation distress frequencies. The beacon can be operated on land, or it can be thrown into the sea, ‘The beacon is operated by pulling on the red toggle, which in turn releases the “Velcro” straps holding the aerial. Release of the aerial will lift the aerial from its position parallel to the cylinder switches on the radio transmitter. The aerial will lift to the vertical position, a neon lamp on top of the beacon will continuously pulsate indicating the beacon is transmitting. The volume, weight and shape of the cylinder are such as to provide sufficient buoyancy to maintain the aerial in a vertical position above the water. 71-17 (© Oxford Aviation Services LimitedEMERGENCY EQUIPMENT SAFETY EQUIPMENT STOWED OPERATING Figure 1.18 Locator Beacon 7.1-18 © Oxford Aviation Services LimitedEMERGENCY EQUIPMENT ‘SAFETY EQUIPMENT Figure 1.19 Emergency Equipment Location 7.1-19 {© Oxtoxs Aviation Services LimitedEMERGENCY EQUIPMENT SAFETY EQUIPMENT 1.16 FIRST AID EQUIPMENT Three types of First Aid Kit are normally carried in larger aircraft:- a) First Aid Holdalls - These are not sealed and are designed for use by cabin erew for the treatment of minor emergencies and ailments. Information, contents list and Survival booklets are inside, b) _Slide/Raft Kits - This First Aid Kit is situated in the survival pack of the slide/raft and includes a survival booklet. ©) Emergency First Aid Kits - The kit is split into two parts, one for cabin crew use and the other half for use by qualified doctors only. ‘The half for use by cabin may contain various tablets such as Ventolin, Arret and Isordil. The part available for use by qualified personnel contains sophisticated medical equipment and controlled drugs and ‘must be provided for aircraft with more than 30 seats if any part of the planned route is ‘more than 60 minutes flying time at normal cruising speed from an aerodrome at which qualified medical assistance could be expected to be available. These can only be used with the authority of the captain and must be checked prior to flight for serviceability. ANCILLARY EQUIPMENT Fire-proof gloves. A pair of Fire-proof gloves are usually stowed on the flight deck for use in handling overheated equipment. They are normally made of Nomex with silver heat resistance coating. Fire Axe or Jemmy. One fire axe or jemmy will be stowed on the flight deck whilst one or more may be stowed in secure place in the cabin out of view of the passengers. These are used for levering and lifting hot panels or access doors to fight a fire beneath with a hand held extinguisher. Fire axes are generally being phased out in favour of the jemmy. The following information in JAR OPS 1 Subpart K is the JAR requirement for the carriage of safety equipment and the requirement for emergency oxygen is recommended reading for all students. 7.1-20 ‘© Oxford Aviation Services LimitedEXTRACT FROM JAR-OPS SUBPART K JAR-OPS 1.745 First Aid Kits (See AMC OPS 1.745) (a) An operator shall not operate an aeroplane unless it is equipped with first-aid kits, readily accessible for use, to the following scale: Number of Number of First- passenger seats | Aid Kits required installed 010.99 1 100 to 199 2 200 to 299 3 300 and more 4 (b) An operator shall ensure that first-aid kits are: (1) Inspected periodically to confirm, to the extent possible, that contents are maintained in the condition necessary for their intended use; and (2) Replenished at regular intervals, in accordance with instructions contained on their labels, or as circumstances warrant. JAR-OPS 1.750 Intentionally blank JAR-OPS 1.755. Emergency Medical Kit (See AMC Ops 1.755) (a) An operator shall not operate an aeroplane with a maximum approved passenger seating configuration of more than 30 seats unless it is equipped with an emergency medical kit if any point on the planned route is more than 60 ‘minutes flying time (at normal cruising speed) from an aerodrome at which qualified medical assistance could be expected to be available. 7.1-21 SECTION 1 (b) The commander shall ensure that drugs are not administered except by qualified doctors, nurses or similarly qualified personnel. (©) Conditions for carriage (1) The emergency medical kit must be dust and moisture proof and shall be carried under security conditions, where practicable, on the flight deck; and (2) An operator shall ensure that emergency medical kits are: (i Inspected periodically to confirm, to the extent possible, that the contents are maintained in the condition necessary for their intended use; and (ii) Replenished at regular intervals, in accordance with instructions contained on their labels, or as circumstances warrant. JAR-OPS 1.760 First-aid oxygen (See IEM OPS 1.760) (a) An operator shall not operate a pressurised aeroplane above 25,000 ft when a cabin crew ‘member is required to be carried unless it is equipped with a supply of undiluted oxygen for passengers who, for physiological reasons, might require oxygen following a cabin depressurisation. The amount of oxygen shall be calculated using an average flow rate of at least 3 litres Standard Temperature Pressure Dry ASTPD)‘minute/person and provided for the entire flight after cabin depressurisation ateabin pressure altitudes of more than 8000 ft for at least 2% of the passengers carried, but in no case for less than one person. There shall be a sufficient number of dispensing units, but in no case less than two, with a means for cabin crew to use the supply. {© Oxford Aviation Services LimitedEXTRACT FROM JAR-OPS SUBPART K (b) The amount of first-aid oxygen required for ‘particular operation shal be determined on the basis of cabin pressure altitudes and flight duration, consistent with the operating procedures established for each operation and route. (©) The oxygen equipment provided shall be capable of generating a mass flow to each user of at least four litres per minute, STPD. Means ‘may be provided to decrease the flow to not less than two litres per minute, STPD, at any altitude. JAR-OPS 1.765 _ Intentionally blank JAR-OPS 1.770 Supplemental oxygen - pressurised aeroplanes (See Appendix 1 to JAR-OPS 1.770) [(See AMC OPS 1.770)] (a) General (1) An operator shall not operate a [pressurised aeroplane at pressure altitudes above} 10,000 ft unless supplemental oxygen equipment, capable of storing and dispensing the oxygen supplies required by this paragraph, is provided. (2) The amount of supplemental oxygen required shall be determined on the basis of cabin pressure altitude, flight duration and the assumption that a cabin pressurisation failure will occur at the pressure altitude or point of ‘light thatis most critical from the standpoint of oxygen need, and that, after the failure, the aeroplane will descend in accordance with emergency procedures specified in the Aeroplane Flight Manual to a safe altitude for the route to be flown that will allow continued safe flight and landing 7.4-22 SECTION 1 G) Following cabin pressurisation failure, the cabin pressure altitude shall be [considered the same asthe aeroplane pressure] altitude, unless it is demonstrated to the ‘Authority that no probable failure ofthe cabin or pressurisation system will result in a cabin [pressure altitude equal to the aeroplane pressure altitude, Under these circumstances, the demonstrated maximum cabin pressure altitude) may be used as a basis for ‘determination of oxygen supply. (b) Oxygen equipment and supply requirements (1) Flight crew members (Each member of the flight crew on flight deck duty shall be supplied with supplemental oxygen in accordance with Appendix 1. Ifall occupants of flight deck seats, are supplied from the flight crew source of oxygen supply then they shall be considered as flight crew members on flight deck duty for the purpose of oxygen supply. Flight deck seat ‘occupants, not supplied by the flight crew source, are to be considered as passengers for the purpose of oxygen supply. (i) Flight crew membersnot covered by ub paragraph (6)(1}(I) above, are to be considered as passengers for the purpose of oxygen supply. (ii) Oxygen masks shall be located so as to be within the immediate reach of fight crew members whilst at their assigned duty station, (iv) Oxygen masks for use by flight crew members in pressurised aeroplanes ‘operating at pressure altitudes above 25,000 ft shall be a quick donning type of mask. © Oslo Aviation Services LimitedEXTRACT FROM JAR-OPS SUBPART K 2) Cabin crew members, additional crew ‘members and passengers (i) Cabin crew members and passengers shall be supplied with supplemental oxygen in accordance with [Appendix 1, except when sub- paragraph (v) below applies. Cabin crew members] carried in addition to the minimum. number of cabin crew members required and additional crew members, shall be considered as, passengers for the purpose of oxygen supply. [i Aeroplanes intended tobe operated at pressure altitudes above 25,000 ft shall be provided sufficient spare] outlets and masks and/or sufficient portable oxygen units with masks for use by all required cabin crew members. The spare outlets and/or portable oxygen units are to be distributed evenly throughout the cabin to ensure immediate availability of oxygen to each required cabin crew member regardless of his location at the time of cabin pressursation failure [Gii) Aeroplanes intended to be operated at pressure altitudes above 25,000 ft shall be provided an oxygen] dispensing unit connected to oxygen supply terminals immediately available to each occupant, wherever seated, The total number of dispensing units and outlets shall exceed the ‘number of seats by atleast 10%. The extra units are to be evenly distributed throughout the cabin. [Giv) Aeroplanes intended to be operated at pressure altitudes above 25,000 ft or which, if operated at or below 25,000 ft, cannot descend safely within 4 minutes to 13,000 ft, and for which the individual certificate of airworthiness was first issued by a JAA Member State or elsewhere on orafter 9 November 1998, shall be provided with automatically deployable oxygen equipment immediately available to each cecupant, wherever seated. The total numberof 7.1-23 SECTION 1 dispensing units and outlets shall exceed the ‘number of seats by at east 10%, The extra units are to be evenly distributed throughout the cabin.) {(v)] The oxygen supply requirements, as specified in Appendix 1, for aeroplanes not certificated to fly above 25,000 ft, may be reduced to the entire flight tine between 10,000 ft and 13,000 ft cabin pressure altitudes for all required cabin crew members and for at least 10% of the passengers if, at all points along the route to be flown, the aeroplane is able to descend safely within 4 minutes to a cabin pressure altitude of 13,000 ft JAR-OPS 1.775 Supplemental oxygen - Non- pressurised aeroplanes (See Appendix | to JAR-OPS 1.775) (@) General (1) An operator shall not operate a non- pressurised aeroplane at altitudes above 10,000 ft unless supplemental oxygen equipment, capable of storing and dispensing the oxygen supplies required, is provided. 2)The amount of supplemental oxygen for sustenance required for a particular ‘operation shill be determined on the basis of flight altitudes and flight duration, consistent with the operating procedures established for ‘each operation in the Operations Manual and with the routes to be flown, and with the emergency procedures specified in the Operations Manual. (3) An aeroplane intended to be operated at pressure altitudes above 10,000 ft shall be provided with equipment capable of storing and dispensing the oxygen supplies required © Oxo Aviation Services LitesEXTRACT FROM JAR-OPS SUBPART K (b) Oxygen supply requirements (1) Flight crew members. Each member of the flight crew on flight deck duty shall be supplied with supplemental oxygen in accordance with Appendix |. Ifall occupants of flight deck seats are supplied from the flight ‘erew source of oxygen supply then they shall be considered as flight crew members on flight deck duty for the purpose of oxygen supply. (2) Cabin crew members, additional crew members and passengers. Cabin crew ‘members and passengers shall be supplied with oxygen in accordance with Appendix 1. Cabin erew members carried in addition to the minimum number of cabin crew members required, and additional crew members, shall be considered as passengers for the purpose of oxygen supply, JAR-OPS 1.780 Crew Protective Breathing Equipment (a) An operator shall not operate a pressurised. aeroplane or, after 1 April 2000, an Uunpressurised aeroplane with a maximum certificated take-off mass exceeding 5700 kg or having a maximum approved seating configuration of more than 19 seats unless: (1) Ithas equipment to protect the eyes, nose and mouth of each flight crew member while on flight deck duty and to provide oxygen for a period of not less than 15 minutes. The supply for Protective Breathing Equipment (PBE) may be provided by the supplemental oxygen required by JAR-OPS 1.770(by(1) or JAR-OPS 1.775(b)(1). In addition, when the flight crew is more than one and a cabin crew member is not carried, portable PBE must be carried to protect the eyes, nose and mouth of cone member of the flight crew and to provide breathing gas for a period of not less than 15 minutes; and 71-24 SECTION 1 (2) It has sufficient portable PBE to protect the eyes, nose and mouth of all required cabin crew members and to provide breathing gas for a period of not less than 15 minutes. (b) PBE intended for flight crew use must be conveniently located on the flight deck and be easily accessible for immediate use by each required flight crew member at their assigned duty station. (©) PBE intended for cabin crew use must be installed adjacent to each required cabin crew member duty station. (@) An additional, easily accessible portable PBE mustbe provided and located ator adjacent to the hand fire extinguishers required by JAR- OPS 1.790(c) and (d) except that, where the fire extinguisher is located inside a cargo compartment, the PBE must be stowed outside but adjacent to the entrance to that compartment. () PBE while in use must not prevent communication where required by JAR-OPS 1.685, JAR-OPS 1,690, JAR-OPS 1.810 and JAR-OPS 1.850. JAR-OPS 1.785 Intentionally blank (© Oxo Aviation Senices LimitedEXTRACT FROM JAR-OPS SUBPART K JAR-OPS 1.790 Hand fire extinguishers (See AMC OPS 1.790) ‘An operator shall not operate an aeroplane unless hand fire extinguishers are provided for use in crew, passenger and, as applicable, cargo compartments and galleys in accordance with the following: (@) The type and quantity of extinguishing agent must be suitable for the kinds of fires likely to occur in the compartment where the extinguisher is intended to be used and, for personnel compartments, must minimise the hazard of toxic gas concentration; (b) At least one hand fire extinguisher, containing Halon 1211 (bromochlorodifluoro- methane, CBrCIF,), or equivalent as the extinguishing agent, must be conveniently located on the flight deck for use by the light crew; (©) At least one hand fire extinguisher must be located in, or readily accessible for use in, each galley not located on the main passenger deck; (d) At least one readily accessible hand fire extinguisher must be available for use in cach Class A or Class B cargo 01 baggage compartment and in each Class E cargo ‘compartment that is accessible to crew members in flight; and (©) At least the following number of hhand fire extinguishers must be conveniently located in the passenger compartment(s): 7.4-25 SECTION 1 ‘Maximum approved Number af passenger seating Extinguishers configuration 71030 1 311060 2 6119200 3 201 1 300 4 301 10400 5 401 10 500, 6 501 10 600 7 601 oF more 8 When two or more extinguishers are required, they must be evenly distributed in the passenger ‘compartment. (At least one of the required fire extinguishers located in the passenger compartment of an aeroplane with a maximum approved passenger seating configuration of at Teast 31, and not more than 60, and at least two ofthe fire extinguishers located in the passenger compartment of an aeroplane with a maximum. approved passenger seating configuration of 61 or more must contain Halon 1211 (bromochlorodifluoromethane, CBrCIF,), or equivalent as te extinguishing agent JAR-OPS 1.795 Crash axes and crowbars (@) An operator shall not operate an aeroplane with a maximum certificated take-off mass exceeding 5700 kg or having a maximum approved passenger seating canfiguentian of more than 9 seats unless itis equipped with at least one crash axe or crowbar located on the flight deck If the maximum approved passenger seating configuration is more than 200 an additional crash axe or crowbar must be carried and located in or near the most rearward galley area, (© Ostord Aviation Services LimitedEXTRACT FROM JAR-OPS SUBPART K (b) Crash axes and crowbars located in the passenger compartment must not be visible to passengers. JAR-OPS 1.800 Marking of break-in points ‘An operator shall ensure that, if designated areas of the fuselage suitable for break-in by reseue crews in emergency are available on ant aeroplane, such areas shall be marked as shown below. The colour of the markings shall be red or yellow, and if necessary they shall be outlined in white to contrast with the background, If the comer markings are more ‘than 2 metres apart, intermediate lines 9 em x 3 cm shall be inserted so that there is no more than 2 metres between adjacent marks. JAR-OPS 1.805 Means for emergency evacuation (a) An operator shall not operate an aeroplane with passenger emergency exit sill heights: oom dem <>oy <> 3M es 30M, gy a A oy t + 3cm — Netover2m LL — J (1) Which are more than 1.83 metres (6 feet) above the ground with the aeroplane on the ground and the landing gear extended; ot Q) Which would be more than 1.83 metres (6 feet) above the ground after the collapse of, or failure to extend of, one or more legs of the landing gear and for which a Type Certificate was first applied for on or after 1 April 2000, unless it has equipment or devices available at each exit, where sub-paragraphs (1) ‘or (2) apply, to enable passengers and crew to 7.1-26 SECTION 1 reach the ground safely in an emergency, (6) Such equipment or devices need not be provided at overwing exits if the designated place on the aeroplane structure at which the escape route terminates is less than 1.83 metres (6 feet) from the ground with the aeroplane on the ground, the landing gear extended, and the flaps in the take off or landing position, whichever flap position is higher from the ground, (©) In aeroplanes required to have a separate emergency exit for the flight crew and: (1) For which the lowest point of the emergency exitis more than 1.83 metres (6 feet) above the ground with the landing gear extended; or, (2) For which a Type Certificate was first applied for on or after | April 2000, would be more than 1.83 metres (6 ft) above the ‘ground after the collapse of, or failure to extend ‘of, one or more legs ofthe landing gear, there must be a device to assist all members of the flight crew in descending to reach the ‘ground safely in an emergency. JAR-OPS 1.810 Megaphones (See AMC OPS 1.810) (a) An operator shall not operate an aeroplane with a maximum approved passenger seating configuration of more than 60 and carrying one ‘or more passengers unless it is equipped with portable hattery-powered megaphones readily accessible for use by crew members during an ‘emergency evacuation, to the following scales: (1) For each passenger deck: (© Osdord Aviation Servis LimitedEXTRACT FROM JAR-OPS SUBPART K Passenger seating Number of configuration Megaphones Required 6110.99 1 100 or more 2 (2) For aeroplanes with more than one passenger deck, in all cases when the total passenger seating configuration is more than 60, at least | megaphone is required. JAR-OPS 1.815 Emergency lighting (a) An operator shall not operate a passenger carrying aeroplane which has a maximum approved passenger seating configuration of ‘more than 9 unless it is provided with an emergency lighting system having an independent power supply to facilitate the evacuation of the aeroplane. The emergency lighting system must include: (1) For aeroplanes which have a maximum approved passenger seating configuration of more than 19: (i) Sources of general cabin illumination; (ii) Internal fighting in floor level emergency exit areas; and iii) Mluminated emergency exit ‘marking and locating signs (Gv) For aeroplanes for which the application for the type certificate or equivalent was filed in a JAA Member State or elsewhere before I May 1972, and when flying by night, exterior emergency lighting at all overwing exits, and at exits where descent assist ‘means are required. 7.1-27 SECTION 1 (%) For aeroplanes for which the application for the type certificate or equivalent was filed in a JAA Member State or elsewhere on or after 1 May 1972, and when flying by night, exterior emergency lighting at all passenger emergency exits (vi) For actoplanes for which the ype certificate was first issued in a JAA Member State or elsewhere on or after 1 January 1958, floor proximity ‘emergency escape path marking system in the passenger compartment(s). (2) For aeroplanes which have a maximum approved passenger seating configuration of 19 or less and are certificated to JAR-23 or JAR- 25: (i) Sources of general cabin illumination; (i) Internal lighting in emergency exit areas; and (iii) Muminated emergency exit ‘marking and locating signs (3) For aeroplanes which have a maximum approved passenger seating configuration of 19 or less and are not certificated to JAR-23 or JAR-25, sources of general cabin illumination, (b) After | April 1998 an operator shall not, by night, operate a passenger carrying aeroplane which has a maximum approved passenger seating configuration af 9 or less umless it is provided with a source of general cabin illumination to facilitate the evacuation of the aeroplane, The system may use dome lights or other sources of illumination already fitted on the aeroplane and which are capable of remaining operative after the aeroplanes battery has been switched off. (© Orford Aviation Services LimiteEXTRACT FROM JAR-OPS SUBPART K JAR-OPS 1.820 Automatic Emergency Locator Transmitter (See IEM OPS 1.820) (a) An operator shall not operate an aeroplane unless it is equipped with an automatic Emergency Locator Transmitter (ELT) attached to the aeroplane in such a manner that, in the event of a crash, the probability of the ELT transmitting a detectable signal is maximised and the possibility of the ELT transmitting at any other time is minimised, (b) An operator must ensure that the ELT is capable of transmitting on the distress frequencies prescribed in ICA Annex 10. JAR-OPS 1,825 Life Jackets (See IEM OPS 1.825) (@) Land aeroplanes. An operator shall not operate a land aeroplane: (1) When flying over water and at a distance of more than 50 nautical miles from the shore; oF (2) When taking off or landing at an aerodrome where the take-off or approach path is so disposed over water that in the event of a mishap dere would be a likelihuod of & ditching, unless itis equipped with life jackets equipped with a survivor locator light for each person on board. Each life jacket must be stowed in a position easily accessible from the seat or berth ‘ofthe person for whose nse iti provided. T ife Jackets for infants may be substituted by other approved flotation devices equipped with a survivor locator light. 7.1-28 SECTION 1 (©) Seaplanes and amphibians. An operator shall not operate a seaplane or an amphibian on water unless it is equipped with life jackets equipped with a survivor locator light, for each person on board. Each life jacket must be stowed in a position easily accessible from the seat or berth of the person for whose use itis provided. Life jackets for infants may be substituted by other approved flotativn devices equipped with a survivor locator light. JAR-OPS 1.830 Life-rafts and survival ELTs for extended overwater flights (a) On overwater flights, an operator shall not operate an aeroplane at a distance away from land which is suitable for making an emergency landing, greater than that corresponding to: (1) 120 minutes at cruising speed or 400 nautical miles, whichever is the lesser, for aeroplanes capable of continuing the flight to an aerodrome with the critical power unit(s) becoming inoperative at any point along the route or planned diversions; or (2) 30 minutes at cruising speed or 100 nautical miles, whichever is the lesser, for all other aeroplanes, unless the equipment specified in sub- paragraphs (b) and (c) is carried. (b) Sufficient life-rafts to carry all persons on board. Unless excess rafts of enough capacity are provided, the buoyancy and seating capacity beyond the rated capacity of the rafts must accommodate all aceupants of the aeroplane in the event ofa loss of one raft ofthe largest rated capacity. ‘The life-rafts shall be equipped with: (1) A survivor locator light; and (© Oxord Aviation Services LitesEXTRACT FROM JAR-OPS SUBPART K (2) Life saving equipment including means of sustaining life as appropriate to the flight to be undertaken (sce AMC OPS 1.830(6)(2)); and (©) At least two survival Emergency Locator [Transmitters (ELT(S)) capable of transmitting on the distress frequencies prescribed in ICAO Annex 10, Volume V, Chapter 2. (See AMC OPS 1.830(¢).)] JAR-OPS 1.835 Survival equipment (See IEM OPS 1.835) An operator shall not operate an aeroplane across areas in which search and rescue would be especially difficult untess itis equipped with the following: (2) Signalling equipment to make the pyrotechnical distress signals described in ICAO Annex 2; [() Atleast one ELT(S) capable of transmitting ‘on the distress frequencies prescribed in ICAO Annex 10, Volume V, Chapter 2 (See AMC OPS 1.830()); and] (©) Additional survival equipment for the route to be flown taking account of the number of persons on boatd (See AMC OPS 1.835(c)), except that the equipment specified in sub- paragraph (c) need not be carried when the aeroplane either: (1) Remains within a distance from an area where search and rescue is not especially difficult corresponding to: 7.1-29 SECTION 1 (i) 120 minutes at the one engine inoperative cruising speed for aeroplanes capable of continuing the flight to an aerodrome with the critical power unit(s) becoming inoperative at any point along the route or planned diversions; or (Gi) 30 minutes at cruising speed for all, ier aeroplanes, (2) For aeroplanes certificated to JAR- 25 or equivalent, no greater distance than that corresponding to 90 minutes at cruising speed from an area suitahle for making an emergency landing. JAR-OPS 1.840 Seaplanes and amphibians - Miscellaneous equipment (a) An operator shall not operate a seaplane or an amphibian on water unless it is equipped with: (1) A sea anchor and other equipment necessary to facilitate mooring, anchoring or ‘manoeuvring the aircraft on water, appropriate to its size, weight and handling characteristics; and (2) Equipment for making the sound signals prescribed in the International Regulations for preventing collisions at sea, where applicable. (© Osdord Aviation Services LiitedEXTRACT FROM JAR-OPS SUBPART K SECTION 1 Appendix 1 to JAR-OPS 1.770 [Oxygen - Minimum Requirements for Supplemental Oxygen for Pressurised Aeroplanes (Note 1)] Table 1 @ C} SUPPLY FOR: DURATION AND CABIN PRESSURE ALTITUDE, 1. Alloccupantsof fight | Tote flight time when the cabin pressure altitude exceeds 13,000 ft deck seats on flight deck |} and entre flight time when the cabin pressure altitude exceeds 10,000 ft duty but does not exceed 13,000 ft after the first 30 minutes at those altitudes, but in no case less than: (30 minutes for aeroplanes certificated to fly at altitudes not ‘exceeding 25,000 ft (Note 2) Gi) hours for aeroplanes eetiFieated Mya altitudes owe Ua 25,000 ft (Note 3). All required cabin crew | Entre flight time when cabin pressure altitude exceeds 13,000 ft but not members less than 30 minutes (Note 2), and entire flight time when cabin pressure altitude is greater than 10,000 ft but does not exceed 13,000 ft after the frst 30 minutes at these altitudes, 3. 100% of passengers _| [Entire flight time when the cabin pressure altitude exceeds 15,000 ft (Note 5) but in no case less than 1U minutes, (Note 4)] 4. 30% of passengers Entire flight time when the cabin pressure altitude exceeds 14,000 ft but (Note 5) docs not exceed 15,000 ft S. 10% of passengers Entire light rime when the cabin pressure altitude exceeds 10,000 ft but (Note 5) does not exceed 14,000 ft after the first 30 minutes at these altitudes Note I: The supply provided must tke account of the cabin pressure altitude and descent profile for the routes concerned. Note2: The required minimum supply is that quantity of oxygen necessary fora constant rate of descent from the aeropane’s ‘maximum certificated operating altitude to 10,000 tin 10 minutes and followed by 20 minutes at 10,000 NNote3: The required minimum supply is that quantity of oxygen necessary fora constant rat of descent from the aeroplanes ‘maximum certificated operating altitude to 10,000 fin 10 minutes and followed by 110 minutes at 10,000 ft. The ‘oxygen requied in JAR-OPS 1780(a\1) may be included‘ determining the supply required Note: The required minimum supply is that quantity of oxygen necessary fora constant rat of descent from the aeroplanes [maximum certificated operating altitude to 15,000 fin 10 minutes.) Note $: For the purpose of this table ‘passengers’ means passengers actually carried and includes infants 7.1-30 (© Oxford Aviation Services LimitedEXTRACT FROM JAR-OPS SUBPART K SECTION 1 Appendix 1 to JAR-OPS 1.775 Table @ o SUPPLY FOR: DURATION AND PRESSURE ALTITUDE 1. Alloceupants of Night deck | Entire ight ime at pressure altimes shove 10,000 fe seats on flight deck duty 2, Allrequired cabin crew Entire flight time at pressure altitudes above 13,000 ft and for any ‘members period exceeding 30 minutes at pressure altitudes above 10,000 ft Dut not exceeding 13,000 ft 3. 100% of passengers Entre flight time at pressure altitudes above 13,000 ft (See Note) 4. 10% of passengers Entire flight time after 30 minutes at pressure altitudes greater than (See Note) 10,000 ft but not exceeding 13,000 ft Note: Forte purpose ofthis table ‘passengers’ means passengers actually carried and includes infants under the age of 2 7.4-31 {© Oxford Aviation Services Limited